Sounds about right. TRW/Sealed Power forgings don't need as much skirt clearance as aftermarket forgings. You may want to go a LITTLE looser (like .0005-.0007 more) depending on application and how the engine is going to be used, but .002 is about right if its a motor that is seeing predominately mild street use. These pistons were originally intended as an upgrade for stock rebuilds, but they are very durable, and have a nice skirt design that is easy on the cylinder walls. The thick rings are a little dated, but I like 'em, still use them a LOT. Much prefer them to hypers.

The issue with the weld wont be tensile strength, the issue is the welds ductility, or ability to resist cracking, due to the repeated shock loadings. I am suggesting a 70-- series rod because I know the  weld with 7018 in particular, is more ductile, and will not crack as readily as a weld made with 6011 or 6013.

7014. I would prefer 7018, but you probably don't use that due to the storage issues.

An old 292/312 Y Block for Thunderbird will fit, but they are hard to come by, and pricey if you find them.  Mummert in CA has new ones in aluminum for about $65.00 if memory is correct.  Joe-JDC

Good to know Joe, thanks. If things don't work out with the 90 degree neck, I will get a Y-block neck.

I think the stock 90 degree neck will work, I was worried about clearance around the idler, but its far enough forward to run the upper hose behind the belt.

Thanks guys :-)


Owned over 30 Plymouth/Dodge cars .. half I built up from shells

If I ever build another one ... will be a 400 block with a stroker crank or 360 with stroker crank :-)

Through all the above I drove my 65 F100/352 daily



Ricky.

TomP or Rory428  might even remember this, in the late seventies before the "old" track closed, there was a guy racing a '69 440 six pak Super Bee at Mission raceway, his tow vehicle was an early sixties F100. After a while, he dug up a Hemi which he put in the Bee, he then put the "leftover" 440 six pak in the Effie! 

That run was yesterday and the conditions today are very similar so I checked an online site and the D/A shows 830 feet. Actual track elevation is about 25' above sea level. I don't have a weather station however when I asked a friend yesterday they said the D/A was 600'. It can get below 0 here early and late in the season and early morning but also above 2000' on a hot muggy day.

Yes, Thor is doing a great job on Afret's Stocker and he did do the Stage XR7 porting on the 390 heads. We call him "The Smart Viking" because he really does have this stuff figured out.  I suck with numbers and hate thinking. You guys should bring the car up for the National Open here and let it rip.

I'd heard a couple times from a couple different sources, that it is actually 14' above sea level. Its right down against the Fraser river, and the river valley itself is practically flat all the way to the ocean. Its still tidal to past the Mission bridge, which is upstream of the track, if that's any indication. I saw -800' corrected once on a jacket morning in late March.

Quote from: falcongeorge on September 06, 2019, 02:52:12 PM

...various stories that go around, about LOTS of things, not just FE cranks, are based more on the way things LOOK, rather than any empirical evidence.

Unless you can afford professional engineers for failure analysis, it's always going to be that way.  Truth is most "mysterious" materials failures are related to harmonics.  Very few of us are skilled enough to forensically identify the root cause.   Was it the dampener, the timing chain, the camshaft, a axial balance issue or about two dozen other things?  Who knows.

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